Railway-brake.



PATENTED JULY 7, 1903..

s. CHENEY. RAILWAY BRAKE.

APPLICATION FILED D150. 29, 1902.

3 SHEETS-SHEET 1.

NO MODEL.

3 8 mm m i U H\ m Q m Z W m m m ow Q N K o Q 8 m 2 o Q L s o f. D m: Q 0m om a @N m i 8 Q Q 8 0 Th 1 I I A vu I v v r r n VIIIIIIIIIIIIIIIIII II):I11;In:

in: NORRIS vsrsns co, vac-roman" wAsmumum 0. c

PATBNTED JULY 7, 1903.

S GHENEY. RAILWAY BRAKE. Arrmou'loit mum mm. 29, 1902.

3 SHEETS-SHEET 2.

N0 MODEL.

FIG--3- 'FICJO- I /V7 0/7 Jamaal (7261161; 51

cams mzns co no no" wAsmnarou n c BATENTED JULY 7, 1903.

S. CHENEY.

. RAILWAY BRAKE.

APPLICATION FILED D110. 29, 1902.

3 SHEETS-SHEET 3.

N0 MODEL.

u M n W m: nonms PETERS cn. wonxurno WASHINGTON o. c.

UNITED STATES Patented July '7, 1903.

PATENT OFFICE.

RAI LWAY-BRAKE.

SPECIFICATION forming part of Letters Patent No. 738,312, dated July 7, 1903. Application filed December 29, 1902. s i 1No.136,876. (No model.)

To all whont it ntrty concern:

Be it known that I, SAMUEL CHENEY, the younger, engine-driver, a subject of the King of Great Britain and Ireland, and a resident of Main street, Freeling, in the State of South Australia, Commonwealth of Australia, but temporarily residing at Lion Mill, in the State of Western Australia, Commonwealth of Australia, have invented a certain new and useful Improvement in Railway- Brakes, (for which I have obtained a certificate of provisional protection only of the State of South Australia, No. 7,712, dated May 30,1902, and for which application for Letters Patent with provisional specification only has been filed in the State of Western Australia, No. 3,888, dated June 3, 1902,) of which the following is a specification.

My improvements relate to that class of brakes which are mechanically and automatically operated by the momentum of the vehicles coming together as a result of the speed of the engine being checked.

My improvements consist, essentially, in placing at each end of the vehicle, preferably in the center, a supplementary butter carried by a lever pivoted to the vehicle-frame and having its lower end detaohably connected by a rod with the usual rockable brake-shaft, so that upon the vehicles coming together the levers carrying the supplementary bu lfers are oscillated thereby and the brake-shat t rocked to apply the brakes. The connecting-rod is capable of being detached from the pivoted lever, whereby the supplementary buffer is rendered inoperative when shunting operations are being carried on. V

In order that my invention may be clearly understood, 1 will describe the same with reference to the accompanying drawings, in which I have shown the invention applied to that class of vehicle having a central drawbar and button Figure 1 is a side elevation of a railwaytruck fitted at both ends with my improved brake. In this figure is shown the means for raising the pivoted forked links 16 independently, but not the means for raising them simultaneously. Portion only of the ordinary hand-lever 4:1 is shown. Fig. 1 is a side elevation of portion of a truck, showing portion only of my brake and showing the means for I raising the pivoted forked links 16 simultaneously. Fig. 2 is an elevation showing one end of a railway-truck, showing the brake and the device for raising the pivoted forked links 16 independently and simultaneously. Fig. 3 is a detail View of the bifurcated lever l and its connections. The full lines show the parts in the position they occupy when the truck is running. The dotted lines show the positions they assume when the brakes are applied. The devices for raising the pivoted forked link 16 are not shown. Fig. a is a detail view showing the apparatus employed to disengage the pivoted forked links 16 for the purpose of shunting. The complete apparatus for independent raising is shown, but portion only of that for simultaneous raising. Fig. 5 is a plan of the link and rod connecting the lever 1 with the brake-shaft 20, the lever 1 and the shank of the hanger 12 being shown in section. Fig. 6 is a front view of the hanger 12 and its connections. Fig. 7 is a sectional plan of the bottom bearing of the screw 28 and bridle 31. Fig. 8 is a side view, partly in section, of portions of the rod 43, showing the method of connecting its parts and allowing for compression. Fig. 9 is a front view of the coupling end 44 of the rod 43. Fig. 10 is a section of the rod, showing the rocking plate 51 with its rod and balanceweight 52. Fig. 11 is a sectional elevation of the bracket connecting the hand-lever 41 to the brake-shaft 20. The full lines represent the relative positions that the lever and shoe occupy when the brakes are being applied by means of the hand-lever. The dotted lines show the relative positions of the same two parts when the brakes are being applied independently of the hand-lever. Figs. 3 to 11 are on a larger scale than Figs. 1, 1, and 2.

The apparatus herein described is fitted to both ends of each vehicle; but for clearness I will describe one set of apparatus applied to a single end.

To the end of the vehicle is pivoted a bifurcated lever 1, the trunnions 2 2 of the lever being supported in bearings 3 3, bolted or otherwise secured to the buffer-beam. To the upper end of the lever is secured an inverted-U spring at, having secured to its front part a supplementary buffer 5. Between the two parts of the spring 4 behind the butter are several rubber disks 6 6, carried upon a rod 7. This rod is secured at one end to the springjust below the buifer, and its other end passes through a hole in the lever and in the rear part of the spring. The special function of the U-spring and the rubber disks is to allow of the supplementary buffers taking up the strain gradually and yielding to an excessive compression between the vehicles. The lever and buffer are prevented from falling too far forward by a short chain 8. One leg of the bifurcated lever is cut off immediately below its trunnion 2, but the other is extended downward. To the bottom end of this extended leg is secured a balanceweight 9, and alittle above this are two catchfingers 1O 10, riveted or otherwise secured one on each side of the lever 1.

To the under side of the vehicle-floor is hung, by means of a bracket 13, a hanger 12, the lower end of which carries a pin 14, upon which are pivoted the adjacent ends of a connecting-rod 15 and of a forked link 16. The rod 15 is attached at its rear end to a short lever 21, projecting upward from the rockable brake-shaft 20. To allow of suitable adjustment, several holes are provided near the end of the rod. The forward portions of the forked link 16 project forwardly being taken by the usual buffers and the greater portion by the supplementary buffers 5. As the supplementary buffers 5 are pressed inward their respective levers 1 are oscillated and their lower parts drawn outward, as shown by the dotted lines in Fig. 3. As the lower part of each lever is drawn outward it carries with it the forked link 16 and the connecting-rod 15, thereby rocking the rockable brake-shaft 20 and applying the brakes. As the forward pressure of the vehicles increases so the supplementary buffersv are pushed fartherinward, the oscillation of the levers increased, and the brakes applied more tightly. When the speed of the engine is again increased or when it is set in motion after a stoppage, the pressure is removed from the main and supplementary buffers. As the'supplementary bufiers resume their normal position they allow the forked link 16 and the connecting-rod 15 to move inward, and thereby release the brakes from the wheels. The supplementary buffer and upper part of the lever will fall outward until checked by the chain 8, connected between the vehicle-body and the lever.

In order to allow of shunting operations being carried on, I have provided means brake-gear being afiected.

whereby the bifurcated levers l are either independently or simultaneously thrown out of connection with the pivoted forked links 16, and therefore with the rockable brakeshaft. I will first describe the apparatus whereby each pivoted forked link is raised independent-1y.

To the end of the vehicle is attached by two bearings 25 a cross-rod 2; with a handle at each end and a bevel-pinion 26 near the center. This bevel-pinion gears with a second bevel-pinion 27, secured upon the top of a vertical screw 28, carried in suitable top and bottom bearings 29 and 30. The bottom bearing 30 is made of the shape shown more particularly in Fig. 7 and is fitted with a cap. The form of this bottom bearing with the cap enables it to serve as a guide for the bridle 31, the top cross-bar of which is provided with a screw-thread engaged by the screw 28. The bottom of the bridle is extended downward behind the lever 1 and between the two parts of the forked link 16 and carries at the bottom a' cross pin 32. By means of the cross-rod and the bevel-pinions the screw 28 may be rotated in either direction, respectively raising or lowering the bridle 31. When the screw is rotated to raise the bridle, the cross-pin 32 is drawn up against the under side of the forked link 16 and draws the link up with it. If the pawl-shaped ends of the forked link 16 are drawn up clear of the catch-fingers 10 10 upon the oscillating lever, it. will be evident that the vehicle may be moved in either direction without the Upon lowering the bridle the forked link is allowed to drop into engagement with the catch-fingers of the oscillating lever.

In order to enable the engine-driver or the guard to disconnect the whole of the pivoted forked links 16 simultaneously, I provide the following devices: Below the floor of the vehicle is suspended a central longitudinal rockable rod 43 with coupling ends 44: and so formed that it can be compressed, allowing the rods of the several vehicles to remain coupled continuously, whether the vehicles are drawn out or closed together. The coupling end is shown more particularly in Figs. 8 and 9, from which it will be evident that the fingers of the coupling on the one vehicle will fit between the fingers of the coupling of the adjacent vehicle, so that a rocking motion applied to one rod is communicated to the next, and so throughout the train. The ends of the fingers are tapered or pointed to guide the couplings into their places should they not meet exactly square. The rod 43 under each vehicle is formed of two main parts having the coupling 4d on the outer end and a squared portion on the inner end fitting within a square sleeve 45. The end of one part is secured to the sleeve by a cotter 46, while the end of the other part is merely inserted in the sleeve, but is provided with a pin and disk 47 and carries a spiral spring 48, confined between said disk 47 and the square sleeve 45, which spring tends to keep the rod extended. In order to retain the rod in position, I provide a disk 49 and pin at each end which comes against the supportingstandard 50. Attached to the rod by means of a set-screw with cheek-nut somewhat behind the coupling end is a fiat plate 51 with a rod and balance-weight 52. The fiat plate 51 is immediately beneath a liftingbar 53, one end of which is pivoted to the under side of the vehicle-frame and the other end passes under the forked link 16. The plate extends crosswise of the rod sufficiently to lift thelifting-bar, and therefore the forked link, when the rod 43 is rocked and is sufficiently long to allow it to slide under the lifting-bar as the vehicles move relatively to one another. In order to rock the rod 43, and so lift the pivoted forked links 16 simultaneously, the portions of the rod 43 upon the engine and the brake-van are fitted with arms carrying screw-nuts which can be raised and lowered by a screw-shaft similar to that employed in the usual hand-brake. Upon the screw-shaft being operated the rod 43 and the flat plates 51 thereon will be rocked, thereby lifting the lifting-bars and the pivoted forked links and throwing my brake out of operation and permitting the train to be hacked or shunted.

The brakes may be applied by band should occasion demand through the medium of the hand side lever 41, which instead of being rigidly connected to the brake-shaft 20, as is usual, is pivoted to a shoe 40, secured to move with the said shaft. The shoe 40 is so formed that at one end it encircles the end of the brake-shaft 20, being fastened thereto by a bolt or pin. At its other end it is channelshaped, the hand-lever being pivoted between the side Walls of the channel at 42. The bottom and sides of the channel extend toward the hand-lever for some little distance, the sides forming a guideway and the bottom a fulcrum for the lever when it is depressed to actuate the brakes. It will be seen that the brake-shaft 20 may be rocked to apply the brakes independently of the hand-lever 41 (see dotted lines, Fig. 11) and that the brakes may be applied by dropping the hand-lever in the ordinary manner.

Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is 1. In a brake automatically operated by momentum of a train on contact of the vehicles, a supplementary bulfer-lever pivotally connected to the end of the truck or car, the lower end of the said pivoted lever being suitably connected to the rockable brakeshaft with means for releasing, substantially as hereinbefore described and as illustrated by the drawings.

2. In automatically momentum operated brakes, a pivotally-connected buffer-lever, a

balance-weight on the end of the lever, a connection between the lever and the brake rocking shaft, a forked link forming part of the said connection and having pawl ends, a pair of catch-fingers upon the lever adapted to engage the pawl ends, as and for the purpose described.

3. In automatically momentum operated brakes, a pivotally-connected buffer-lever, a balance-weight on the end of the lever, a connection between the lever and the brake rocking shaft, a forked link forming part of the said connection and having pawl ends, a pair of catch-fingers upon the lever adapted to engage the pawl ends, apparatus adapted to release the lever connections, all substantially as described and for the purposes set forth.

In testimony that I claim the foregoing as my invention I have signed my name, in the presence of two witnesses, this 11th day of November, 1902.

SAMUEL CHEN EY,

Witnesses:

THOMAS MORAN, DANIEL LOFTUS. 

